Railcar designs

ABSTRACT

This invention relates to entranceway designs, covering doors, steps, and other components; and car design and seating arrangements for passenger transport vehicles. In particular, the present inventive entranceway and access arrangement subject matter are especially applicable to railroad cars for rail lines which serve both high and low level station platforms. The present inventive seating arrangement subject matter is especially applicable to passenger transport vehicles having overhead clearance restrictions, such as railroad cars.

[0001] This application claims the benefit of U.S. Provisional PatentApplication No. 60/325,452, filed Sep. 27, 2001; U.S. Provisional PatentApplication No. 60/385,129, filed May 31, 2002; U.S. Provisional PatentApplication No. 60/385,142, filed May 31, 2002; and U.S. ProvisionalPatent Application No. 60/391,774, filed Jun. 25, 2002; the contents ofwhich are hereby incorporated by reference in their entirety.

BACKGROUND OF THE INVENTION

[0002] 1. Field of Invention

[0003] The present invention relates to entranceway designs, coveringdoors, steps, and other components; and car design and seatingarrangements for passenger transport vehicles. In particular, thepresent inventive entranceway and access arrangement subject matter areespecially applicable to railroad cars for rail lines which serve bothhigh and low level station platforms. The present inventive seatingarrangement subject matter is especially applicable to passengertransport vehicles having overhead clearance restrictions, such asrailroad cars.

[0004] 2. Background

[0005] A. Entranceway and Platform Designs

[0006] Existing, traditional passenger railcar entranceway designs, incombination with the use of high level (hereinafter “HL”) and low level(hereinafter “LL”) platforms, create many serious problems for passengerand freight service. These problems include the following:

[0007] Safety Concerns. Doors and traps are typically left open betweenLL stations that are close to one another, permitting passengers andemployees to board or alight from moving trains. Such insecureentranceways can lead to serious injuries and deaths. The actualboarding and alighting injury rate of U.S. commuter rail passengers andemployees in 1995-2000 averaged 3.48 injuries/million passengers onmixed platform/traditional entranceway systems, compared to only 0.45and 0.91 on systems with secure entranceways and only HL platforms oronly LL platforms, respectively.

[0008] ADA Accessibility Problems. Wheelchair passengers can beaccommodated at HL platforms, but only by time-consuming manualplacement of a bridge plate between the car and platform to bridge thenon-compliant horizontal, and possibly vertical, gap(s) between the carand the platform. At some LL platform stations, mini-HL platforms forwheelchair access have been installed, often set back from the usualplatform location to clear freight trains and cargo. Their use oftenrequires a second stop of the train. Thus mobility-impaired passengersare treated differently from others, and the means to accommodate themresults in service delays.

[0009] Long LL Platform Dwell Times. Because crewmembers must be certainno one is trying to board or alight when a train starts, usually someentranceways are not opened, lengthening the stop (dwell) time.Operating procedures for the use of entranceways further lengthens thetime, slowing schedules.

[0010] Higher Operating Costs. Manual operation of traps, and sometimesdoors, and the need for entranceway surveillance results in the need formore crewmembers. In 2000, mixed platform systems experienced a vehicleoperating labor cost about one-third higher than systems with secureentranceways as a percentage of total operating cost.

[0011] Compatibility with Freight Service. Many freight cars, and/ortheir cargo loads, are wider than passenger cars, and do not clearstandard location HL platforms safely. Switching of cars often requirescrewmembers to ride on the side of cars, making HL platforms a veryserious safety hazard. Further, railroads have developed many freightroutes to accept excess dimension loads-high and/or wide loads thatextend well beyond the sides and/or roof of standard freight cars.Solutions to this problem are expensive: separate tracks, gantlettracks, or retractable HL platforms. As a result freight railroads havegenerally opposed HL platforms or restricted them to certain locationswhere they would not interfere with freight service.

[0012] Low Level Boarding and Alighting Difficulty. By design, the firststep is 9 inches above and 5 inches away from a properly located LLplatform. This designed first step horizontal gap is awkward and largefor many passengers. In practice, the vertical gap can be much larger,as high as 17 inches, making entry into a car from a LL platformdifficult and slow for all passengers.

[0013] Various partial solutions to these problems have been proposed,but none deals effectively with all of these problems.

[0014] Existing Platform Designs. There are two traditional platformdesigns, low level and high level. The LL platform design is the oldest,and it is found at most suburban stations and many large city stations.Because U.S. commuter railroads are part of the national system offreight and passenger railroads, national standards, as well as federaland state regulations, apply to platforms and also railroad cars.American Railway Engineering and Maintenance Association (hereinafter“AREMA”) specifications call for the top surface of a LL platform to be8 inches above the height of the rail, and its edge to be 5 feet 1 inchfrom the center of the track.

[0015] Although a few stations had them in the early 1900s, HL platformshave become more common in the last two decades. Many stations have beenrebuilt with HL platforms, primarily to speed loading and unloading, andto assist in providing ADA accessibility. HL platforms should be 4 feetabove the top of the rail, and 5 feet 7 inches from the edge to thetrack centerline.

[0016] However, HL platforms also create problems. Since many freightcars are too wide to pass HL platforms safely, clearance for freighttrains past HL platforms is usually provided by having either separatetracks or parallel rails that shift the train away from the other railsso as to provide adequate clearance, also known as gantlet tracks.Recently some commuter lines have installed retractable HL platforms,where the outer section of the platform is rotated upward and out of theway of trains.

[0017] It is expected that a mixture of both HL and LL platforms willcontinue to characterize U.S. rail systems in the foreseeable future.The reason is that neither can be used universally. HL platforms arerequired for some trains, such as Amtrak's new high speed Acela trains.And LL platforms are retained for many reasons, including cost,compatibility with freight service, and the use of some new commuter andintercity cars that are compatible with LL platforms only.

[0018] Existing Entranceway Designs. The use of both LL and HL platformson the same rail line has necessitated a special design for theentranceway to railroad passenger cars. This traditional railroad carentrance consists of a high level (HL) door, stairway, and traparrangement. At HL platforms, only the door is opened. At LL platforms,the trap generally must be raised once the door is opened because thetrap normally, although not always, extends under the door. The raised,open trap then allows passengers to use the stairway. Almost allpassenger cars that are currently used on lines with both HL and LLplatforms in the U.S. have this entranceway design, with one entrancewayin the vestibule at each end of the car. Almost all have remotelycontrolled doors, enabling one train crewmember to open all doors at HLplatforms, but requiring manual rotation of each trap if doors are to beopened and closed at LL platforms. Thus, the use of this entrancewaydesign with LL and HL platforms results in the many operational andsafety problems described herein.

[0019] A further problem with the use of this design at LL platforms isthat the tread of the lowest step is set back from the edge of theplatform, and produces a higher than a normal step. This is because ofthe cross section restrictions on railroad cars and locomotivesestablished by the Mechanical Division of the Association of AmericanRailroads (hereinafter “AAR”), in the form of Equipment Plates. Thebottom step tread should be, by design, 5 inches away from the platform,measured horizontally, and 9 inches above the platform. These twodimensions result in a large distance, to be referred to herein as theLL first step gap, for the passenger to negotiate at the lower or firststep. Often this gap is considerably larger due to track maintenancethat raises the track height or shifts the track laterally away from theplatform. Station platforms also are prone to settling, and can be closeto or at rail height, for as much as a 17 inches vertical gap. Loadingfrom streets at track level, necessary where a street crosses the trackand platform area at some stations, creates an similarly high firststep.

[0020] It is noteworthy that some new double deck cars, used on manycommuter rail lines outside the Northeastern U.S., have a featuredesigned to overcome the LL first step gap problem. Even though thesecars have a lowest floor approximately 17 inches above ground level,which is about the same height above the rail as the first step in atraditional entranceway, they are equipped with a step about 10 inchesabove the rail that is extended from the car side at stations tofacilitate boarding and alighting. However, these cars are designed foruse with LL platforms only and are too high for the vertical clearancesfound in many Northeastern rail lines. Thus, they provide no solution inthe case of lines with HL platforms, or a mixture of HL and LLplatforms.

[0021] Various means have been used to try to solve this long-standingproblem, in conjunction with the traditional entranceway. In the past,the conductor or other train crewmember would manually place a box-likestep at each entranceway, but with smaller crews this is no longerpossible. Recently some commuter rail agencies have installed woodenstep-up platforms on to of the permanent standard location LL platform.These step-up platforms are typically approximately 7.5 inches high by16 feet long, and are functionally similar to the box step. The shortlength of this step-up platform means that it serves only the adjacententranceways of two cars. The step-up platform also creates a safetyhazard if hit by a train. At least one commuter rail line, the NorthernIndiana Commuter Transportation District, has added a permanent lowerstep closer to the platform, but this extends beyond AAR Plate B limits.Thus, the LL first step gap problem remains.

[0022] Americans With Disabilities Act (“ADA”) AccessibilityRequirements. The problem of mixed platforms has recently become evenmore difficult because of the need to accommodate wheelchair and othermobility-impaired passengers. To provide accessability, many agenciesare installing a mini-high level (hereinafter “mini-HL”) platform atstations with LL platforms. These are short, about 20 feet in length, toreduce costs. The high level permits placing a bridge plate over the gapbetween the platform and car entranceway trap. This enables a wheelchairto be rolled between the platform and train. However, this procedure islabor intensive and time consuming.

[0023] The use of a bridge plate is necessary because the ADAregulations limit the horizontal gap between a platform and train to 3inches, and the vertical separation to 1½ inches In the case ofretrofitted railcars, these gaps can be as large as 4 inches and 2inches, respectively, with a 50% passenger load on the car. Currentpassenger cars are 10 feet wide at the floor, so the gap to a HLplatform must be at least 7 inches, using the standard location of HLplatforms on passenger lines. Even if cars were built to the maximum 10feet 8 inches width permitted by Plate B, the 2 inches gap would beexactly the maximum allowed by the ADA. Naturally there are deviations,so ADA requirements realistically can not be met without some type ofbridge plate.

[0024] However, the fact that many freight cars and loads carried arewider than passenger cars requires that the mini-HL platforms be setback from the usual passenger platform location if freight trains usethe track, in order to clear freight cars safely. The use of suchset-back HL and mini-HL platforms increases the horizontal gap,reinforcing the need for a bridge plate.

[0025] In addition, it is expected that there is a slight lengthening ofschedules to accommodate wheelchair and other mobility-impaired riders.One reason is an increase in the dwell time due to the need for a traincrewmember to walk to storage location of the bridge plate, unlock itand bring it to the train entranceway, place it over the entranceway gapbetween train doorway and station platform, allow the mobility-impairedpassenger to use the bridge plate, and then return the plate to lockedstorage. A second reason is that two stops are often made, one at theregular LL platform, and another at the mini-HL platform.

[0026] Freight Service Compatibility Issues. While it is clear thatstandard location HL or mini-HL platforms do not provide adequateclearance for many typical freight cars or their cargo loads, the extentto which platforms must be set back will vary with the line. Of course,if no freight cars pass a HL platform or if they are all of a narrowbody design—as is true in a very few cases, then no set back is needed.There are at least two distinct levels of set back that may benecessary:

[0027] 1. The first set back is simply to safely clear standard freightcars that are wider than passenger cars. The AREA manual calls for atrack centerline to freight platform distance of 6 feet 4 inches. Afreight platform is approximately the same height as a passengerplatform. Such a platform is set back 9 inches farther from the trackcenterline than a standard HL passenger platform. Thus, a setback ofabout 9 to 12 inches probably is sufficient.

[0028] 2. Most significant freight lines have been upgraded, sometimesover many decades, to accommodate high and wide loads. Excess dimensionloads require more than the prescribed minimal clearances. The normallocation of clearance-limiting elements of a railroad have long been setso as to provide for excess dimension loads. For example, AREA standardsfor railroad bridges and tunnels provide a clear width of 9 feet fromthe track center. Reducing clearances through encroachment of HLplatforms is opposed by both the freight railroads and affected shippersand industries for obvious reasons. Variations in the current clearancesamong particular lines, from earthworks, highway overpasses, etc., andin the plans and realistic options for future clearances on these lines,naturally leads to variations in the HL platform set backs that would berequired for freight service. For example, it has been reported thatConrail had agreed to permit new mini-HL platforms located 7 feet 6inches from the track centerline on some of its freight lines. Thisexample provides a set-back dimension that might be acceptable on someother lines also, and it results in a passenger car side to platform gapof 2 feet 6 inches. Where a greater clearance is needed, a separatetrack or gantlet track could be required.

[0029] The following U.S. Patents also attempt to address the dual-levelplatform issues described above and provide entranceway designs forpassenger transport vehicles.

[0030] U.S. Pat. No. 95,579 to Gilmer discloses an auxiliary platformtrap door which is lowered to provide a flat entryway surface for accessto a station platform and is raised to provide access to a fixedstairway to ground level.

[0031] U.S. Pat. No. 3,675,593 to Tonne, et al. discloses a stairwaydesign providing access to a high-level platform and to ground level. Afixed upper step, at floor level of the vehicle, and a fixed lower stepwhich is one step up from street level, are provided, along with atwo-piece auxiliary step which can be raised so that both pieces arehorizontal and level with the entryway, for platform access, or loweredto a vertical riser and a horizontal thread, comprising an intermediatestep between the two fixed steps.

[0032] U.S. Pat. No. 4,058,228 to Hall discloses a combination accessstairstep and elevator means for use in a passenger vehicle entryway. Inits retracted position, a passenger elevator platform member projectspart of its width into the entryway to serve as an access step forpassengers who can ascend and descend on foot. Such platform member ismounted as part of a dual-arm parallelogram linkage mechanism, the partsof which in normal position are compactly stowed at a common level outof the entryway passage beneath the passenger deck. To accommodatedisabled persons, the platform member may be fully extended outward intothe entryway for use in elevating persons unable to climb stairs andpassengers in wheelchairs between deck level and curb or ground level.

[0033] U.S. Pat. No. 4,175,495 to Kleim discloses an entrance steparrangement for vehicles, especially rail vehicles, which has at leastone fixed intermediate step; a movable cover for covering up the step orsteps; a foldable guard plate; and transmission elements and relatedsafety devices interposed between a drive and movable element. Theentrance step arrangement provides high-level and low-level access to ahigh platform, to a low platform, or to ground level. The axes ofrotation of the movable elements are arranged horizontal and parallel tothe outer contour of the vehicle. The guard plate, which is foldableoutwardly, folds down into a lowest step by rotation about one axis. Thestep cover provides access to a high-level platform, and is pivotableabout a second axis, inwardly behind the tread edge of the floor of thevehicle to expose the stairway.

[0034] U.S. Pat. No. 4,275,664 to Reddy discloses a step-platformoperator for transit vehicles for driving a movable step and a movableplatform between open and closed positions. The arrangement providesaccess to a station platform and to ground level. In one position, theentryway platform is horizontal and provides access to the stationplatform, while the step is raised to a position inside the railcarbody. In a second position, the platform is rotated upward about oneaxis to a vertical position to expose the stairway, and the movable stepis rotated about a second axis to a lowered position outside the railcarbody.

[0035] U.S. Pat. No. 5,150,659 to Bickel discloses a step system forvehicles, comprising a pivoting step support system for accommodatingplatforms of varying heights. One or a plurality of steps and/or platesare provided and can be positioned at a position above the floor of thevehicle, at a position equal to the level of the floor, or below thefloor. The step system is mounted to the floor area such that it ispositionable from a position above the floor of the vehicle, by means ofa pivoting movement about one axis of at least 180 degrees, into aposition lower than the floor. In the position above the floor and inthe position below the floor, opposite surfaces of the step may bewalked upon by a person entering and exiting a railroad car, by pivotingthe step about a second axis. The step or plate is supported in apivotable or rotatable manner around a longitudinal axis of rotationlocated at the floor area of the vehicle, such that adjustment of theheight of the step or plate results from the pivotal or rotationalmovement of the step or plate by a parallelogram-like rotationalmovement.

[0036] Applicant has developed a new entranceway design for passengertransport vehicles such as railroad cars. The inventive design overcomesthe many serious problems that result from the use of the currententranceway design in conjunction with a mixture of high and lowplatforms on commuter and intercity railroads. These problems areespecially common in the Northeast United States, but also exist inEurope, Asia, Australia, Canada, and elsewhere. Among the problems whichare overcome by the present inventive subject matter are the following:

[0037] long dwell times and resultant slower service,

[0038] passenger (and employee) accidents and injuries,

[0039] difficulties in complying with ADA accessibility requirements,

[0040] increased train crew size, and

[0041] inadequate clearance for freight trains (and their cargo) at highlevel platforms.

[0042] Various partial solutions to these problems have been proposed,but none deals effectively with all of the problems. The inventivedesign addresses all of these problems simultaneously, and is intendedto be used on both new railcars and retrofitted into existing cars.

[0043] The inventive design combines the stairway, trap, and a built-inbridge plate in such a way that it provides full access and doorsecurity with both HL and LL platforms. It is also designed to bridgethe gap to a HL platform set back away from the track, termed a set-backHL platform, at both mini-HL and full length HL platforms, so that itprovides adequate clearance for freight trains. It provides access forwheelchair passengers at all HL platforms. Transition of the entrancewayfrom its configuration for one type of platform to another can beaccomplished from a single location on the train, so that allentranceways are properly configured for each station. Further, theinventive design utilizes the usual remotely controlled HL sliding door,but also a second stairway-level remotely controlled stairway paneldoor, to fully cover the trap opening while the train is moving. Thisprevents passengers from jumping onto or alighting from a moving train.Finally, it enables opening of all entranceways from a single location,thus ensuring maximum passenger flow and minimizing station dwell time.

[0044] B. Car Body and Seating Arrangements

[0045] Many single level cars are used where overhead clearances do notpermit a standard double-deck car. These restrictions occur, forexample, in the New York and Philadelphia areas. For increased capacityon existing routes and greater operating efficiency, there is a need fornew designs for higher capacity cars which can be used without modifyingancillary facilities and equipment such as tunnels, bridges, stations,overhead electrical lines, and the like.

[0046] The following U.S. Patents provide dual-level car arrangements oraddress space utilization in passenger vehicle design.

[0047] U.S. Pat. No. 1,673,682 to Hulse discloses a passenger railwaycoach, where the portion of the car between the wheels of the vehiclehas double decks and the portion overlying the wheels has a single deck.Access to the car is via the single deck portion, which is connected toeach level of the double deck portion by a stairway. Passenger seats inthe double deck portion are arranged longitudinally in two rows. Seatson the lower level face inward, towards each other, around a centeraisle. Seats on the upper level are arranged back-to-back and faceoutward, with an aisle on each side of the car. The ceiling of the lowerlevel is not planar, with the ceiling over the center aisle arched abovethe height of the ceiling over the two rows of seats. Correspondingly,the upper level is raised in the center above the level of the twoaisles, with the seats placed on top of the raised center-arch portion.

[0048] U.S. Pat. No. 3,971,455 to Molzon discloses a double deck bushaving an upper deck which is at a selected headroom height from thelower deck, and at a selected headroom height from the vehicle roof. Achannel aisle with a selected standing headroom is provided in the upperdeck. An aisle is also provided along the lower deck, and is offsetlaterally from the upper deck passageway to provide the selectedstanding headroom throughout its length without interfering with theupper deck aisle channel.

[0049] U.S. Pat. No. 4,951,560 to Setan discloses a double deck rail carhaving baggage racks for each deck, characterized in that the top-deckfloor is lowered beneath the rows of seats on the top deck to makesufficient room beneath the top deck ceiling for baggage racks to beinstalled, with baggage racks for the bottom deck being integrated inthe bases of the seats on the top deck.

[0050] Applicant has solved the problem of limiting certain transportlines or routes to single level cars because of height restrictions,providing a double-deck car body design which complies with heightrestrictions while maintaining passenger comfort. The inventivedouble-deck car body design provides normal ceiling height over theaisles while meeting restrictive overhead clearances. Thus, thedisadvantage of loss of usable car space or capacity is overcome. Theinventive car body design provides the following features:

[0051] Full double deck section between trucks, with a full height aisleon both of levels of this sections, in addition to the normal floorheight end sections, while remaining compatible with limited overheadclearances such as found on Northeastern United States railroads,including the New York and Philadelphia terminals.

[0052] Seating capacity is increased substantially over that of a singlelevel car, and space is easily provided near the doors and lift betweencar floors for wheelchairs and mobility-impaired travelers.

[0053] The inventive car body design can be used with the inventiveentranceway designs, standard end vestibules having stairways, traps,and doors, and with HL platform-only or LL platform-only entrancewayarrangements.

[0054] The inventive car body design can optionally be equipped forapproximately level entry to both LL and HL platforms by use of separatedoors from a low and an intermediate level in the car. When combinedwith an internal elevator device for movement between levels, thisdesign provides full access in compliance with ADA requirements to bothLL and HL platforms. This design also avoids the need for, and expenseof, new HL platform installations.

[0055] Various passenger amenities can be provided in the ample bodyspace, for toilets, storage of bicycles and luggage, etc. The upperlevel can be provided with vista-dome style end windows, affordingpassengers visibility fore and aft, as well as side visibility. The carcan be fitted with other accommodations as well, for example as asleeping car, dining car, lounge car, baggage car, and the like, whilecontinuing to exhibit improved capacity characteristics.

[0056] C. Improved Passenger Access Arrangements

[0057] Accommodation of mobility-impaired passengers, and in the Unitedstates meeting ADA requirements, at any LL platform station is asignificant problem for railways worldwide. Most LL doors are one stepabove a standard location LL platform. One solution has been to installnew HL platforms which meet the requirements of mobility impairedpassengers. There is a substantial cost for installing and maintainingHL or mini-HL platforms, and there is a growing conflict between freightand passenger service with respect to adequate clearances past passengerstation platforms. In addition, there are special demands on traincrewmembers associated with the transportation of mobility-impairedpassengers.

[0058] To enable wheelchair passengers to board and alight at standardLL platforms, either of two approaches is currently employed. First,where the station platform is sufficiently wide, a long moveable rampcan be attached to the car floor at the door, the other end resting onthe platform, enabling wheelchair passage between the floor andplatform. The ramp might be carried on the car, or be located at thestation. Second, where the platform width is insufficient, then a liftof the type used by Amtrak and others on bi-level cars could be used.This is carried on the train. However, superior to both the ramp andlift is the inventive LL platform.

[0059] Further, even at standard HL platforms, mobility-impairedpassenger accessibility allows only minimal horizontal and vertical gapsbetween a car and a station platform. These requirements can notrealistically be met with cars that conform to current, longstandingrailroad industry maximum car envelope limitations of AAR Plates B or C,and HL platform locations that conform to the AREMA standards forstructures along a rail line. These factors, along with current trackand structure maintenance practices, result in non-compliant verticaland horizontal gaps, requiring some type of gap filler.

[0060] Applicant has developed a design for railroad passenger cars andplatforms which provides the technology needed to solve the problemsassociated with rail passenger and freight service in the NortheasternU.S., as discussed above. Important features of the inventive designare:

[0061] It provides an entranceway that operates with standard high level(HL), mini-HL, and low level (LL) station platforms and that hasremotely controlled doors (and other elements). Thus it permits alldoors to be opened and closed at all stations on current mixed HL and LLplatform systems.

[0062] It provides an entranceway and car body design that, inconjunction with any of the standard platform designs (HL, mini-HL,set-back mini-HL, retractable HL, and LL), meets ADA accessibilityrequirements for mobility-impaired persons.

[0063] By eliminating the need for any type of HL platform to meet ADArequirements, LL platforms can be retained. HL platforms restrictclearances for freight cars and cargo, and interfere with freightswitching operations. Furthermore, this entranceway design provides,with standard LL platforms, most of the advantages for passenger servicepreviously found only with HL platforms.

[0064] A new LL platform design is presented that eliminates specialefforts required of the crew to accommodate wheelchair or othermobility-impaired passengers and does not impair line clearances.

SUMMARY OF THE INVENTION

[0065] The present invention relates to an apparatus for enabling accessto a vehicle having (i) an entrance doorway and (ii) a floor which is atabout a same or a higher elevation as a platform outside the entrancedoorway, said floor having a recess below said floor adjoining saidentrance doorway, said apparatus comprising:

[0066] a recess cover for access to said vehicle at about floor height;

[0067] a stairway assembly disposed in said recess for access to saidvehicle from one or more height(s) about at or below said floor height,said stairway assembly comprising at least one stair rise and one stairtread,

[0068] wherein said recess cover and said stairway assembly are attachedtogether to form an integrated entryway device; and

[0069] a transverse pivot axis through said entryway device, saidentryway device being supported along the pivot axis and being pivotablethereabout between a first pivot position, wherein the recess cover isexposed and generally horizontal at about the same elevation as thefloor of the vehicle, and a second pivot position, wherein the stairwayassembly is exposed within the recess in said floor,

[0070] wherein rotation about said pivot axis is arranged generallyhorizontal and extends generally in the vehicle's longitudinaldirection.

[0071] The present invention further relates to an apparatus forenabling access to a vehicle having (i) an entrance doorway and (ii) afloor which is at about a same or a higher elevation as a platformoutside the entrance doorway, said floor having a recess below saidfloor adjoining said entrance doorway, said apparatus comprising:

[0072] a recess cover for access to said car at about floor height;

[0073] a stairway assembly disposed in said recess for access to saidvehicle from one or more height(s) about at or below said floor height,said stairway assembly comprising at least one stair rise and one stairtread,

[0074] wherein said recess cover and said stairway assembly are attachedtogether to form an integrated entryway device; and

[0075] a transverse pivot axis through said entryway device, saidentryway device being supported along the pivot axis and being pivotablethereabout between a first pivot position, wherein the recess cover isexposed and generally horizontal at about the same elevation as thefloor of the vehicle, and a second pivot position, wherein the stairwayassembly is exposed within the recess in said floor,

[0076] wherein rotation about said pivot axis is arranged generallyhorizontal and extends generally in the vehicle's longitudinaldirection;

[0077] a rotatable shaft disposed along said pivot axis, said rotatableshaft being fixedly connected to said entryway device;

[0078] a manual or powered operator, fixedly connected to one or both ofsaid rotatable shaft and said entryway device, for pivoting saidentryway device between said first pivot position and said second pivotposition;

[0079] one or more extension plate(s) connected to said recess covernear a transverse edge portion thereof, said extension plate(s) havingone edge pivotably or slidably connected to the recess cover near saidtransverse edge portion thereof,

[0080] wherein in said first pivot position, said edge portion adjoinssaid entrance doorway and said extension plate(s) is pivotable orslidable between a storage position substantially parallel to saidrecess cover, and a bridge position bridging a gap between said entrancedoorway and

[0081] said platform;

[0082] one or more extension board(s) within said stairway assemblyindependently pivotable or extendable between a storage position, inwhich each extension board is housed beneath a stairway tread, and anextended position in which a selected one or more of said extensionboard(s) bridges a gap between a platform and said stairway assembly;

[0083] a mechanism for extension and retraction of each said extensionboard;

[0084] a stop mechanism which limits an amount of extension andretraction; and

[0085] one or more locking mechanism(s) associated with said entrywaydevice that lock rotation of said entryway device.

[0086] Additionally, the present invention relates to an arrangement forincreased comfort and passenger utilization of a double deck transportvehicle car having an upper level and a lower level, said carcomprising:

[0087] a ceiling for said upper level;

[0088] a bottom deck for said lower level;

[0089] an intermediate deck forming a floor for said upper level and aceiling for said lower level;

[0090] at least three longitudinal aisles; and

[0091] seats mounted to said floor and/or mounted to one or more wall(s)for the upper level, and mounted to said deck and/or mounted to one ormore wall(s) for the lower level, said seats arranged transversely inrows having on one level a bench seat on each side of a singlelongitudinal aisle, and on the remaining level three or four seatsseparated or flanked by two longitudinal aisles,

[0092] wherein said intermediate deck has raised sections located underthe upper level seats, wherein said intermediate deck is spacedvertically from the bottom deck by (i) a selected greater standing headroom height above the lower deck aisle(s) and (ii) a selected lesserseated head room height above the lower deck over the lower level seats,

[0093] wherein said intermediate deck is spaced vertically from theceiling for said upper level by (i) a selected greater standing headroom height above the upper deck aisle(s) and (ii) a selected lesserseated head room height above the intermediate deck over the upper levelseats, and wherein the lower deck aisle(s) is/are offset laterally fromthe upper deck aisle(s).

[0094] The present invention further relates to an arrangement forincreased passenger utilization of a passenger transport car, said carcomprising:

[0095] at least one wheel truck or axle located at each end of said car;

[0096] a low level deck portion located between said wheel truck(s) oraxle(s) located at each end of said car;

[0097] an intermediate deck portion located above each said wheel truckor axle;

[0098] an entryway at about floor elevation of said intermediate singledeck car portion, for access to a high level platform; and

[0099] an entryway at about floor elevation of said lower level cardeck, for access to a low level platform.

BRIEF DESCRIPTION OF THE DRAWINGS

[0100]FIG. 1(a) is a drawing which depicts the inventive entryway devicepositioned for a lower level platform.

[0101]FIG. 1(b) is a drawing which depicts the inventive entryway devicepositioned for a high level platform.

[0102]FIG. 2(a) is a drawing which depicts the inventive entryway devicepositioned for use at an adjoining HL platform, with the recess coverexposed and generally continuous with the railcar floor, the doorsclosed, and the bridge plate in the stored, vertical position.

[0103]FIG. 2(b) is a drawing which depicts the inventive entryway devicewith the recess cover exposed, the doors closed, and the bridge plate inthe functional, horizontal position resting on an HL platform.

[0104]FIG. 2(c) is a drawing which depicts the inventive entryway devicewith the recess cover exposed, the doors open, and the extension platein the functional, horizontal position resting on an HL platform to forma bridge.

[0105]FIG. 2(d) is a drawing which depicts the inventive entryway devicein transition from the HL position to the LL position.

[0106]FIG. 2(e) is a drawing which depicts the inventive entryway devicepositioned for use at an adjoining LL platform, with the stairwayexposed, the doors closed, and an extension board in the stored,retracted position within the stairway assembly.

[0107]FIG. 2(f) is a drawing which depicts the inventive entryway devicepositioned for use at an adjoining LL platform, with the stairwayexposed, the doors closed, and an extension board in the extendedposition.

[0108]FIG. 2(g) is a drawing which depicts the inventive entryway devicepositioned for use at an adjoining LL platform, with the stairwayexposed, the doors open, and an extension board in the extendedposition.

[0109]FIG. 3(a) is a drawing which depicts a side cross sectional viewof the inventive car, through its center aisle.

[0110]FIG. 3(b) is a drawing which depicts an end-on cross sectionalview through level 2 of the inventive car.

[0111]FIG. 3(c) is a drawing which depicts an end-on sectional viewthrough levels 1 and 3 of the inventive car.

[0112]FIG. 3(d) is a drawing which depicts a side cross sectional viewof the inventive car, through an outside wall.

[0113]FIG. 4(a) is a drawing which depicts a top elevation of the level2 and level 3 seating areas of one embodiment of the inventive car.

[0114]FIG. 4 (b) is a drawing which depicts a top elevation of the level1 and level 2 seating areas of one embodiment of the inventive car.

[0115]FIG. 5 is a drawing which illustrates one set of typical heightdimensions of an end-on cross sectional view of level 1 and level 3 ofthe inventive car subject matter.

[0116]FIG. 6(a) is a drawing which depicts a side cross sectional viewof an alternate embodiment of the inventive car, through its centeraisle.

[0117]FIG. 6(b) is a drawing which depicts an end-on cross sectionalview through level 2 of an alternate embodiment of the inventive car.

[0118]FIG. 6(c) is a drawing which depicts an end-on sectional viewthrough levels 1 and 3 of an alternate embodiment of the inventive car.

[0119]FIG. 6(d) is a drawing which depicts a side cross sectional viewof an alternate embodiment of the inventive car, through an outsidewall.

[0120]FIG. 7(a) is a drawing which depicts a top elevation of the level2 and level 3 seating areas of an alternate embodiment of the inventivecar.

[0121]FIG. 7(b) is a drawing which depicts a top elevation of the level1 and level 2 seating areas of an alternate embodiment of the inventivecar.

[0122]FIG. 8(a) is a drawing which depicts a side cross sectional viewof the inventive improved-access car, through its center aisle.

[0123]FIG. 8(b) is a drawing which depicts a top elevation view of theinventive improved-access car.

[0124]FIG. 8(c) is a drawing which depicts an end-on sectional viewthrough the intermediate level of the inventive improved-access car.

[0125]FIG. 8(d) is a drawing which depicts a end-on sectional viewthrough the lower level of the inventive improved-access car.

DETAILED DESCRIPTION OF THE INVENTION Definitions

[0126] The term “platform” as used herein refers to a landing alongsiderailroad tracks, including the ground and elevated surfaces aboveground-level.

[0127] The term “mechanism for mounting” as used herein refers to asupport for fixing one thing to another.

[0128] The term “mechanism for driving” as used herein refers to amotive force or power for pushing, propelling, guiding, controlling, ordirecting movement of a thing.

[0129] The term “stop mechanism” as used herein refers to a device thatobstructs, regulates, or blocks movement of a thing.

[0130] The term “locking mechanism” as used herein refers to a devicefor holding, closing, or securing in place so as to immobilize.

[0131] The term “elevator device” as used herein refers to a surface oran enclosure raised and lowered in a vertical plane to transport peopleor freight.

[0132] The term “bench seat” as used herein refers to a seatingarrangement providing seating space for at least one, and preferably twoor three passengers in a single seating unit, with or without separateseat pads, seats backs, and armrests.

Entry Arrangements

[0133] The present invention relates to an apparatus for enabling accessto a vehicle having (i) an entrance doorway (10) and (ii) a floor (12)which is at about a same or a higher elevation as a platform (100)outside the entrance doorway (10), said floor (12) having a recess (14)below said floor adjoining said entrance doorway (10), said apparatuscomprising:

[0134] a recess cover (16) for access to said vehicle at about floorheight;

[0135] a stairway assembly (18) disposed in said recess (14) for accessto said vehicle from one or more height(s) about at or below said floorheight, said stairway assembly (18) comprising at least one stair rise(20) and one stair tread (22),

[0136] wherein said recess cover (16) and said stairway assembly (18)are attached together to form an integrated entryway device (24); and

[0137] a transverse pivot axis (26) through said entryway device (24),said entryway device (24) being supported along the pivot axis and beingpivotable thereabout between a first pivot position, wherein the recesscover (16) is exposed and generally horizontal at about the sameelevation as the floor (12) of the vehicle, and a second pivot position,wherein the stairway assembly (18) is exposed within the recess (14) insaid floor,

[0138] wherein rotation about said pivot axis is arranged generallyhorizontal and extends generally in the vehicle's longitudinaldirection.

[0139] In a preferred embodiment, said apparatus further comprises: arotatable shaft (28) disposed along said pivot axis, said rotatableshaft (28) being fixedly connected to said entryway device (24).

[0140] In another preferred embodiment, said apparatus furthercomprises: a manual or powered operator, fixedly connected to one orboth of said rotatable shaft (28) and said entryway device (24), forpivoting said entryway device (24) between said first pivot position andsaid second pivot position.

[0141] In another preferred embodiment, said apparatus furthercomprises: one or more extension plate(s) (32) connected to said recesscover (16) near a transverse edge portion thereof, said extensionplate(s) (32) having one edge pivotably or slidably connected to therecess cover (16) near said transverse edge portion thereof,

[0142] wherein in said first pivot position, said edge portion adjoinssaid entrance doorway (10) and said extension plate(s) (32) is pivotableor slidable between a storage position substantially parallel to saidrecess cover (16), and a bridge position bridging a gap between saidentrance doorway (10) and said platform.

[0143] In another preferred embodiment, said apparatus furthercomprises: one or more extension board(s) (34) within said stairwayassembly (18) independently pivotable or extendable between a storageposition, in which each extension board is housed beneath a stairwaytread, and an extended position in which a selected one or more of saidextension board(s) (34) bridges a gap between a platform (100) and saidstairway assembly (18).

[0144] One of ordinary skill in the art will readily understand thatmany mechanisms for mounting an extension board are known in the art. Ina preferred embodiment, without limitation, one or more slide(s) may beemployed to mount an extension board beneath a stairway tread.

[0145] In a particularly preferred embodiment, said apparatus furthercomprises: a mechanism for extension and retraction of each saidextension board (36); and a stop mechanism (38) which limits an amountof extension and retraction.

[0146] One of ordinary skill in the art will readily understand thatmany mechanisms for driving and stopping the translation of an extensionboard are known in the art. In a preferred embodiment, withoutlimitation, a reversible electric or hydraulic motor may be employed todrive an extension board between a retracted and extended position andstop the extension board in the desired position.

[0147] In another preferred embodiment, said apparatus furthercomprises: one or more locking mechanism(s) (40) associated with saidentryway device (24) that lock rotation of said entryway device.

[0148] One of ordinary skill in the art will readily understand thatmany mechanisms for locking the rotation of the entryway device areknown in the art. In a preferred embodiment, without limitation, one ormore hole and pin arrangement(s) may be employed to lock the entrywaydevice to prevent rotation.

[0149] In a particularly preferred embodiment, said vehicle is arailroad car.

[0150] Thus, the present invention further relates to an apparatus forenabling access to a vehicle having (i) an entrance doorway (10) and(ii) a floor (12) which is at about a same or a higher elevation as aplatform (100) outside the entrance doorway (10), said floor (12) havinga recess (14) below said floor adjoining said entrance doorway (10),said apparatus comprising:

[0151] a recess cover (16) for access to said car at about floor height;

[0152] a stairway assembly (18) disposed in said recess (14) for accessto said vehicle from one or more height(s) about at or below said floorheight, said stairway assembly (18) comprising at least one stair rise(20) and one stair tread (22),

[0153] wherein said recess cover (16) and said stairway assembly (18)are attached together to form an integrated entryway device (24); and

[0154] a transverse pivot axis (26) through said entryway device (24),said entryway device (24) being supported along the pivot axis and beingpivotable thereabout between a first pivot position, wherein the recesscover (16) is exposed and generally horizontal at about the sameelevation as the floor (12) of the vehicle, and a second pivot position,wherein the stairway assembly (18) is exposed within the recess (14) insaid floor,

[0155] wherein rotation about said pivot axis is arranged generallyhorizontal and extends generally in the vehicle's longitudinaldirection;

[0156] a rotatable shaft (28) disposed along said pivot axis, saidrotatable shaft (28) being fixedly connected to said entryway device(24);

[0157] a manual or powered operator, fixedly connected to one or both ofsaid rotatable shaft (28) and said entryway device (24), for pivotingsaid entryway device (24) between said first pivot position and saidsecond pivot position;

[0158] one or more extension plate(s) (32) connected to said recesscover (16) near a transverse edge portion thereof, said extensionplate(s) (32) having one edge pivotably or slidably connected to therecess cover (16) near said transverse edge portion thereof,

[0159] wherein in said first pivot position, said edge portion adjoinssaid entrance doorway (10) and said extension plate(s) (32) is pivotableor slidable between a storage position substantially parallel to saidrecess cover (16), and a bridge position bridging a gap between saidentrance doorway (10) and said platform;

[0160] one or more extension board(s) (34) within said stairway assembly(18) independently pivotable or extendable between a storage position,in which each extension board is housed beneath a stairway tread, and anextended position in which a selected one or more of said extensionboard(s) (34) bridges a gap between a platform (100) and said stairwayassembly (18);

[0161] a mechanism for extension and retraction of each said extensionboard (36);

[0162] a stop mechanism (38) which limits an amount of extension andretraction; and

[0163] one or more locking mechanism(s) (40) associated with saidentryway device (24) that lock rotation of said entryway device.

[0164] The inventive design combines a stairway, a trap, and an optionalbuilt-in bridge plate in such a way that it provides full access anddoor security with both HL and LL platforms. It is also designed tobridge the gap to a HL platform set back away from the track, termed aset-back HL platform, so that it provides adequate clearance for freighttrains. It provides access for wheelchair passengers at all HLplatforms. Transition of the entranceway from its configuration for onetype of platform to another can be accomplished from a single locationon the train, so that all entranceways are properly configured for allstations. Further, the inventive design utilizes the usual remotelycontrolled HL sliding door, but also a second stairway-level remotelycontrolled panel stairway door, to fully cover the openings while thetrain is moving. This prevents passengers from jumping onto or alightingfrom a moving train. Finally, it enables opening of all entrancewaysfrom a single location, thus ensuring maximum passenger flow andminimizing station dwell time.

[0165] Basic Design and LL Platform Operation. FIG. 1(a) and (b)illustrate the essential design features in the overcall context of arailcar entryway, in partial cut-away form. The stairway and trap can beconsidered a stairway-trap-block, which rotates about the axis A-A toprovide access for the different platform types. FIG. 1(a) shows theblock entryway device in position for a LL platform, which also depictsa top and bottom car door set in the open position for LL platformaccess. Both doors are opened simultaneously, and closed simultaneously,thus eliminating the open entranceway safety problem, and theconcomitant dwell time delay.

[0166] The block optionally incorporates a sliding lower step that canbe extended at LL platforms just before the doors are opened, shownextended in FIG. 1(a). This eliminates the LL first step gap problem.Use of the retractable step is optional at any station, so that it neednot be used at a platform that is unusually high or close to the train.At LL platforms, both doors are opened simultaneously, and closedsimultaneously, thus eliminating the open entranceway safety problem.The sliding step is retracted after the LL door is closed, so that thecar conforms to the AAR Plate B requirements when it is moving.

[0167] Transition between LL and HL Platforms. When traveling from a LLstation to a HL station, the configuration of all of the entranceways onone or both sides of the train can be changed by remote control.Passengers must not be in the step block area, and this is ensured, forexample, by locking a door that prevents use of the stairway-trap-blockarea.

[0168] To change from the LL to HL platform configuration, the block isrotated about the axis A-A, as shown in FIG. 1(b), stopping when therecess cover (16) surface is generally horizontal. Shown in FIG. 1(b) isthe optional, preferred rotating bridge plate attached to the outer edgeof the stairway-trap-block with a hinge. The bridge plate isapproximately horizontal in use and is rotated perpendicular to the trapsurface so that it will rest close to or against the closed HL door whenthe trap is in the HL position.

[0169] The reverse procedure is followed in going from HL platforms toLL platforms. FIGS. 2(a) through 2(g) depict a number of positions ofthe inventive entryway device in use, transitioning from a doors-closedposition for HL use through a fully deployed position at an HL platform,through rotation to a doors-closed position for LL use, and finallythrough a fully deployed position at a LL platform.

[0170] In particular, FIG. 2(a) depicts the inventive entryway devicepositioned for use at an adjoining HL platform, with the recess coverexposed and generally continuous with the railcar floor, the doorsclosed, and the bridge plate in the stored, vertical position. FIG. 2(b)depicts the inventive entryway device with the recess cover exposed, thedoors closed, and the bridge plate in the functional, horizontalposition resting on an HL platform. FIG. 2(c) depicts the inventiveentryway device with the recess cover exposed, the doors open, and thebridge plate in the functional, horizontal position resting on an HLplatform. FIG. 2(d) depicts the inventive entryway device rotated about45° from the position in FIGS. 2(a)-(c), in transition from the HLposition to the LL position. The direction of rotation shown in FIG.2(d) is only an example; the entryway device is expected to be rotatablein either direction about its axis. FIG. 2(e) depicts the inventiveentryway device positioned for use at an adjoining LL platform, with thestairway exposed, the doors closed, and an extension board in thestored, retracted position within the stairway assembly. FIG. 2(f)depicts the inventive entryway device positioned for use at an adjoiningLL platform, with the stairway exposed, the doors closed, and anextension board in the extended position. FIG. 2(g) depicts theinventive entryway device positioned for use at an adjoining LLplatform, with the stairway exposed, the doors open, and an extensionboard in the extended position.

[0171] Currently, conventional traps are lowered when trains aretraveling from a HL to a LL platform station with the doors opened,except where an inside trap is used. The same timing would apply withthe inventive design. Moreover, if the stations on a line switch fromone type of platform to another, and then back again, as occurs on somelines, the remote control of the transition enables rapidreconfiguration of all entranceways so that all can be used at eachstation.

[0172] HL, Mini-HL, and Set-Back HL Platform Operation. When the trainarrives at a HL platform, the first event is to lower the optionalbridge plate(s), again all simultaneously, by remote control, so thatit/they rest on the HL platform. Simultaneously, an optional entrancewayrailing on each side of the bridge plate would descend. Then, the HLdoors are opened. Once all passengers have passed, the door is closed,the bridge plate is raised by rotation upward against the outside of theHL door, and the optional railing is raised simultaneously. The traincan then depart the station.

[0173] The bridge plate is designed to completely cover any gap betweena HL or set-back HL platform and the train entranceway. Thus, the ADAaccessibility problem, and the more general safety problem with a largetrap-to-platform gap, is eliminated. Wheelchair passengers can bereadily accommodated without the need for a crewmember to manually placea standard bridge plate at the entranceway. The optional railing wouldguide wheelchair and passenger movement. When passenger transfer iscompleted, the HL door is closed, the bridge plate and railing are thenreturned to the stowed position, and the train can depart.

[0174] The inventive entranceway configuration for a HL platform willalso work for a mini-HL or full set-back HL platform. There are numerousadvantages for this flexibility, not the least of which is theelimination of the need for the retractable HL platform, gantlet tracks,or separate tracks for freight and passenger service, and the attendantcosts where clearance must be provided for freight trains. Thus,set-back HL platforms can be used wherever it is felt that HL platformsare needed, without restricting freight service. The inventive design isalso entirely compatible with mini-HL platforms that are set back fromthe usual HL position in order to provide freight clearance.

[0175] To ensure that the step block, doors, and appurtenances are intheir proper positions at all times, the usual interlock devices knownto those of skill in the art, may be incorporated. It is contemplatedthat detector(s) or other monitoring device(s) on the train or along thetracks, to check for proper positioning, may be incorporated as well.

[0176] Design Features for Transition Safety. If the car has thetraditional rail passenger car vestibule's feature of a door between thepassenger compartment and the entranceway area, this door is expected tobe locked during the transition. If not, a door, such as a bi-fold door,can be placed just inboard of the step block area and locked during thetransition. In the case of center or quarter point entranceways, thenecessary door could be either at the opening to the seating area,creating a mid-car vestibule, or just inboard of the step block area. Inaddition, one or more passenger detectors of weight, presence, etc. maybe used to ensure that no one is in the stairway-trap-block area beforelocking the door and commencing the transition.

[0177] Compatibility with Various Car Designs and Entranceway Locations.A final important feature of the inventive design is its compatibilitywith both new car designs and older, existing cars. Recent commuter andintercity cars differ in entranceway location—center of body, quarterpoints, or ends—and vary in number of passenger lanes from one throughthree per entranceway. The inventive design is intended for all of thesetypes of applications.

[0178] It would also be advantageous to replace the trap-step-doorassemblies of existing traditional vestibule cars with the inventivedesign, and such retrofitting is expected to be possible. In fact, mostintercity cars with end vestibules now have rotating step blocks for thetwo or three lower steps. These are smaller and do not rotate a full 90degrees, because their purpose is simply to provide a smooth streamlinedexterior. Thus, this new entranceway design is compatible with all ofthe standard railroad passenger car body configurations used on mixed HLand LL platform railroads.

[0179] Thus, the inventive entranceway design provides the followingadvantages and features:

[0180] 1. Provides a secure entranceway at both LL and HL platforms,i.e., all doors are closed before the train departs, at all stations,reducing injuries to passengers and employees.

[0181] 2. Enables all doors to be opened at all stations, reducing dwelltime, and speeding service.

[0182] 3. Enables remote control of powered stairway LL and HL doorsthroughout the train, eliminating need for extra crewmembers for dooroperation and surveillance.

[0183] 4. Enables HL platforms to be set back to clear standard freightcars safely.

[0184] 5. Where necessary, HL platforms can be set back further toprovide extra clearance for excess dimension loads or switchingoperations.

[0185] 6. Transitions by remote control between the LL and HLconfigurations. Doors keep passengers out of the area ensuring noinjuries can result from the transition.

[0186] 7. Transition is rapid, enabling reconfiguration between closelyspaced stations.

[0187] 8. Meets ADA accessibility requirements at HL and mini-HLplatforms effortlessly, speeding the boarding and alighting process, andeliminating the need for special effort by crewmembers to accommodatewheelchair and other mobility-impaired passengers.

[0188] 9. Eliminates the LL first step gap where it exists, which isoften of necessity, as at station platforms that cross streets.

[0189] 10. Can be used with any standard entranceway configuration—atend vestibules, at midpoint or quarter points along the car side, etc.,and with doorways of varying widths—one, two, or three passenger lanes.

[0190] 11. Designed to fit into a standard end vestibule door andstepwell area, so that existing cars can be retrofitted with theinventive design.

[0191] 12. Can improve financial performance, through reduced costs, andincreased revenue from reduced run times, and possibly increasedfrequency.

[0192] One of ordinary skill in the art will understand that the recesscover and stairway may be made from any number of materials known andordinarily used in the art. Thus, as a non-limiting example, the recesscover and stairway threads may be wood, composite, metal, or othermaterial, and form a solid plate, an open lattice or grate material, orother similar structure which is sufficient to support the weight ofpassengers and vehicle operators, their belongings, cleaning equipmentused to clean the vehicle, and the like. In a preferred embodiment, forreasons of durability and cost, the recess cover is metal, mostpreferably steel.

[0193] Further, one of ordinary skill in the art will appreciate thatwhile a stairway commonly consists of threads and risers, risers may bereplaced in the stairway structure by other supporting elements whichproduce the desired rise in the stairway. In a preferred embodiment, forreasons of durability and weight reduction, the structural support forthe stairway treads is a tubular, L-beam, or I-beam steel frame.

[0194] One of ordinary skill in the art will also understand that theorientational relationship between the recess cover, the stairwayassembly, and the location of the pivot axis is variable depending uponthe desired external access height for the stairway and ease ofoperation of the entryway. In general, the greater the difference inheight between the floor and the platform to be accessed via thestairway, the smaller will be the angle between the recess cover and thestair treads. A preferred embodiment depicted in the figures herein hasan angle between the recess cover and the stair treads of approximately90°. However, it will be apparent to one of ordinary skill in the artthat the design of the orientational relationship between the recesscover, the stairway assembly, and the location of the pivot axis isinitially a question of geometry. It is to be noted that additionalfactors, such as counterbalancing the stairway assembly about the pivotaxis, may also be taken into consideration in designing the presentinventive subject matter entryway.

[0195] Similarly, one of ordinary skill in the art will understand thatthe relative sizes of stairways treads, stairway risers, and the recesscover are variable depending upon the location of other nearby elementsin the car body, the other factors discussed above, and additionalfactors which will be apparent to one of ordinary skill in the art.

Seating Arrangements

[0196] Additionally, the present invention relates to an arrangement forincreased comfort and passenger utilization of a double deck passengertransport car having an upper level (50) and a lower level (52), saidcar comprising:

[0197] a ceiling (54) for said upper level;

[0198] a bottom deck (56) for said lower level;

[0199] an intermediate deck (58) forming a floor for said upper leveland a ceiling for said lower level;

[0200] at least three longitudinal aisles (60); and

[0201] seats (62) mounted to said floor (12) and/or mounted to one ormore wall(s) for the upper level, and mounted to said deck and/ormounted to one or more wall(s) for the lower level, said seats (62)arranged transversely in rows having on one level a bench seat on eachside of a single longitudinal aisle (60), and on the remaining levelthree or four seats separated or flanked by two longitudinal aisles(60),

[0202] wherein said intermediate deck (58) has raised sections (64)located under the upper level seats,

[0203] wherein said intermediate deck (58) is spaced vertically from thebottom deck (56) by (i) a selected greater standing head room heightabove the lower deck aisle(s) (66) and (ii) a selected lesser seatedhead room height above the lower deck over the lower level seats (68),

[0204] wherein said intermediate deck (58) is spaced vertically from theceiling (54) for said upper level by (i) a selected greater standinghead room height above the upper deck aisle(s) and (ii) a selectedlesser seated head room height above the intermediate deck over theupper level seats,

[0205] and wherein the lower deck aisle(s) is/are offset laterally fromthe upper deck aisle(s).

[0206] In a preferred embodiment, said car arrangement furthercomprises: at least one wheel truck or axle (70) located at each end ofsaid car; and an intermediate single deck car portion (72) located aboveeach said wheel truck or axle (70) and having access to each level ofsaid double deck car arrangement.

[0207] In a particularly preferred embodiment, said access to each levelof said double deck car arrangement is via a stairway (74) and/or anelevator device (76).

[0208] In another preferred embodiment, said car arrangement furthercomprises: an entryway at about floor elevation of said intermediatesingle deck car portion (82), for access to a high level platform; andan entryway at about floor elevation of said lower level (52) car deck,for access to a low level platform.

[0209] In a particularly preferred embodiment, said car arrangementfurther comprises: one or more extension plate(s) (32) having one endpivotably or slidably connected to said car,

[0210] wherein said extension plate(s) (32) pivot(s) or slide(s) betweena storage position and a generally horizontal bridge position, saidbridge position bridging a gap between said entryway and said platform.

[0211] In another preferred embodiment, the difference between saidselected greater standing head room height and said selected lesserseated head room height is between about six inches and about eighteeninches.

[0212] In a particularly preferred embodiment, said car arrangementfurther comprises:

[0213] an entryway;

[0214] an intermediate deck floor (12) which is at about the sameelevation or higher than a platform (100) outside the entryway, saidfloor (12) having a recess (14) below said floor adjoining saidentryway; and

[0215] an apparatus for enabling access to said car, comprising:

[0216] (1) a recess cover (16) for access to said vehicle at about floorheight;

[0217] (2) a stairway assembly (18) disposed in said recess (14) foraccess to said vehicle from one or more height(s) about at or below saidfloor height, said stairway assembly (18) comprising at least one stairrise (20) and one stair tread (22),

[0218] wherein said recess cover (16) and said stairway assembly (18)are attached together to form an integrated entryway device (24); and

[0219] (3) a transverse pivot axis (26) through said entryway device(24), said entryway device (24) being supported along the pivot axis andbeing pivotable thereabout between a first pivot position, wherein therecess cover (16) is exposed and generally horizontal at about the sameelevation as the floor (12) of the vehicle, and a second pivot position,wherein the stairway assembly (18) is exposed within the recess (14) insaid floor,

[0220] wherein rotation about said pivot axis is arranged generallyhorizontal and extends generally in the vehicle's longitudinaldirection.

[0221] Car Body Design. The basic inventive design is shown in FIG. 3.The double deck section is between the trucks. The lower level betweenthe trucks is designated level 1, the intermediate levels above thetrucks are at a standard height and are designated level 2, and theupper level is designated level 3. FIG. 3(a) provides a side view of thecar, along its center, showing a representative location of the seats,doors, and stairways.

[0222] The unique feature that enables provision of full aisle ceilingheight is the nesting of the ceiling and the seating areas of the levels1 and 3, as shown in FIGS. 3(c) and 6(c). Full height ceilings are notgenerally necessary above seats, and often are not provided intransportation vehicles. As depicted in FIG. 5, while meeting a verticalheight limit of 14 feet 10 inches imposed by some facilities, thisnesting yields an aisle ceiling height of about 82.5 inches. The ceilingabove the seats is about 74 inches, which is higher than most personsare tall. All aisle ceilings have 82.5 inches headroom as shown. Iffloors are thicker, either the level 3 seating area step height isincreased, or the aisle ceiling height is correspondingly reduced. Bothseating areas have a ceiling height, at center of car on level 3, of74.5 inches. An 84 inch ceiling height results from a level 3 aisle toseating area floor height difference of 12 inches, which can be achievedby two 6 inch steps. Seating area headroom is then 72 inches.

[0223] In comparison, a standard U.S. doorway is about 80 inches high,and ceilings about 79 to 80 inches high are common in many railroadcars. In the inventive designs, the level 1 floor is maintained at about17 inches above the rails, the standard for drop center passenger carfloors. Below 15 inches above the rails, the car body must bedrastically narrowed in order to conform to AAR Plates B and C.

[0224] In an alternate embodiment, the overall height of the car can bereduced to 14 feet 5 inches, with ceiling heights of 80 and 72 inches.Thus, there is room for dimensional variations, including thickerfloors.

[0225] A result of the inventive designs is that the floor of theseating areas on level 3 is one standard 8 inch step above the aislefloor elevation. Thus passengers step up to be seated in seats above thelower level aisle(s). In addition, the inventive design providesconsiderable flexibility in vertical dimensions. For example, if asomewhat lower overall car height is desired, this can be achieved byhaving a larger vertical separation between the aisle floor and theseating area floor, increasing it from one step height to two. A widecar facilitates having such a step up arrangement. For example, twosteps each 6 inches high results in a car only 14 feet 6 inches high.

[0226] In a preferred embodiment shown in FIGS. 3(b) and 3(c), levels 2and 3 has the familiar two abreast bench seating on each side of asingle center aisle. Level 1 has three abreast single seats, separatedby two aisles. This places the center row under the aisle of level 3, asneeded to provide full aisle ceiling height. The layouts are furtherillustrated in FIG. 4(a), which shows a top elevation. Further, thesingle seats of level 1 avoid crowding and narrowing of the aisle and/orseats on this level.

[0227] Level 1 is also ideal for wheelchairs, because of the two aislesand access from both sides of the wheelchair spaces. This also placeswheelchairs close to the lift, which is used for passage to level 2,should the wheelchair passenger be using a HL platform station. Ofcourse, the wheelchair spaces optionally are provided on level 2, inaddition, or as a substitute for those on level 1.

[0228] The low ceiling at the center of level 1 extends for its entirelength. Even though almost all passengers can walk under the low ceilingwithout stooping, the entire car has been arranged so that no passengermust pass under the low ceiling in order to get to any seat. Uponentering level 1, a passenger can choose from three options, describedhere for a passenger entering the LL door from the side opposite thelift in FIG. 4(b): (1) go up the two-lane wide stairs to level 2, (2)walk along the adjacent level 1 aisle past the seats, and then possiblyup the stairs to level 2, or (3) pass under the low ceiling and use theaisle or stairway at the other side of the car. Once on level 2, thenthe passenger can choose to go up to level 3, or down the other stairwayto level 1, along the opposite aisle from the one just left. The onlyexception to having all three options immediately upon entering is on acar equipped with a lift on the side entered, in which case the stairwayto level 2 is not adjacent to the doorway. Access to all levels isprovided with full height ceilings, of course, but the route is morecircuitous. However, realistically, very tall persons encounter lowceilings in many locations, and ducking under a ceiling for about 3 feetis not expected to present a significant problem. A stairway connectslevels 2 and 3 at both ends of the center section. Passengers boardingon level 2 from a HL platform clearly can go to either other leveldirectly.

[0229] In an alternate embodiment, the arrangements of Levels 1 and 3are optionally interchanged, with level 3 having three abreast singleseats, separated by two aisles, and level 1 having two abreast benchseating on each side of a single center aisle. This alternatearrangement is depicted in FIGS. 6(a)-6(d), and FIGS. 7(a) and 7(b).

[0230] Seating Capacity. The seating capacity of the inventive design isconsiderably greater than that of single level designs. As a basis ofevaluation, capacities will be compared for cars that are devotedentirely to seating. Naturally some spaces are reserved for wheelchairs,and possibly for other uses that reduce seating capacity. Capacity ofthe inventive car will be based on a design with two sets of double lanedoors at approximately the quarter points (where levels 1 and 2 meet),providing for four passengers boarding or alighting simultaneously. Fourlanes through the doors is identical to the number provided on manyrecent commuter service cars, including single level push-pull cars forthe New York, Washington, Boston, New Jersey, and Philadelphia areas,and Electric multiple-unit cars for the New York and Connecticutelectrified lines.

[0231] With seats that are of the usual wide variety, yielding fourseats abreast on levels with a center aisle, and with a 33 in pitch,which is common but generous for commuter applications, an example ofthe capacity of a car is:

[0232] Level 1: 11 rows×3 seats/row=33 seats Level 2: 4 rows/end×4seats/row×2 ends=32 seats

[0233] Level 3: 14 rows×4 seats/row=56 seats Total=121 seats

[0234] This capacity compares very favorably with single level commutercar designs. Single level cars with four lanes of doorways can have amaximum of about 25 rows, yielding 100 seats. Thus the inventive cardesign yields additional capacity of more than 20%.

[0235] In addition, the inventive design leaves some unused space onlevel 1 under the stairway to level 3 that can be used to provide otherpassenger amenities. One possible use is for bicycle storage, as mostcommuter rail lines now permit bicycles to be carried on off-peaktrains. Another use is luggage space. And if maximum seating capacitywere the goal, then this space could be used for a somewhat narrowerbench seat for two persons, increasing capacity to 125 seats. Capacitymay be increased further to 129 seats by turning the center seats toface outward rather than forward or backward.

[0236] In an alternate embodiment, it is possible to have bench seatsfor 2 passengers on one side and 3 passengers on a second side on levels2 and 3 of the inventive car using a narrower seat than assumed in thesecalculations, in which case the number of seats would increase to about145. This compares to about 121 on a single level car. However, thenarrow seats of the 3-2 arrangement are generally unpopular, and fewercommuter agencies are choosing this type of car.

[0237] Design Options. As would be apparent to one of ordinary skill inthe art, there are numerous design variations that enable this basictri-level design to be adapted to different circumstances. One suchvariation is to use a standard end vestibule. This is accomplished bysimple eliminating the HL and LL doors, and placing a vestibule at oneor both ends of the car. This vestibule could be of many types: theinventive design, for remote control operation; a standard vestibule; aLL door only type; or a HL only type. Another variation is to use thequarter point door design incorporated here, but to have only HL or LLdoors. A third variation is to retain the HL and LL compatible design,but have only one door instead of two on each level. A fourth variationis to have one-lane rather than two-lane doors at some or all entrances.A fifth variation is to have single leaf doors instead of double leafdoors.

[0238] Another variation is to have entranceways at level 2 only. Thisresults in an increase in seating capacity over that possible simply byeliminating the level 1 doors. Such a car could have either theinventive entryway for HL and LL platforms, or HL doors only. In thiscase the nesting can be inverted, so that level 1 has a center aislewith full ceiling height, while the seating areas have a lower ceiling.Also, different passenger accommodations could be installed, such aswide or narrow seats, sleeping or conference rooms, parlor car seating,or dining or lounge facilities.

[0239] Thus, the objective of a substantial increase in capacity over aconventional car has been achieved in the inventive designs. Further,the inventive design is compatible with use of the inventive entrancewaydesign that provides fully remote control operation with all types of HLplatforms, and with LL platforms.

Improved Access Arrangements

[0240] The present invention further relates to an arrangement forincreased passenger utilization of a passenger transport car, said carcomprising:

[0241] at least one wheel truck or axle (70) located at each end of saidcar;

[0242] a low level deck portion (80) located between said wheel truck(s)or axle(s) located at each end of said car;

[0243] an intermediate deck (58) portion located above each said wheeltruck or axle (70);

[0244] an entryway at about floor elevation of said intermediate singledeck car portion (82), for access to a high level platform; and

[0245] an entryway at about floor elevation of said lower level car deck(84), for access to a low level platform.

[0246] In a preferred embodiment, the car arrangement, additionallycomprises:

[0247] one or more extension plate(s) (32) having one end pivotably orslidably connected to said car,

[0248] wherein said extension plate(s) (32) pivot(s) or slide(s) betweena storage position and a generally horizontal bridge position, saidbridge position bridging a gap between said entryway and said platform.

[0249] In another preferred embodiment, the car arrangement,additionally comprises:

[0250] a stairway (74) and/or an elevator device (76) for movementbetween said lower level and said intermediate level of said car.

[0251] Basic Car Body and Entranceway Design. The basic design is shownin FIG. 8(a); the car body consists of a lowered or drop center section,the lower level, and two end sections, intermediate levels, with floorsat the usual car floor height of a single level car, about 51 inchesabove the rail. The lower level floor is about 17 inches above the rail,and thus one step above the standard location for a LL platform. One ormore HL doors are provided on intermediate level, for HL platforms.Similarly, lower level has one or more LL doors for LL platforms. Toenable passengers to move freely between levels 1 and 2, stairways areprovided at each end of the car. For wheelchair and othermobility-impaired passengers, one or more lifts, or elevator devices(76), are provided. FIG. 8(b) shows the lift located between the twosets of doors, so that mobility-impaired passengers have access to bothHL and LL platform doors and both levels. Where the doors are notadjacent to the lift, aisles must be sufficiently wide for wheelchairs.FIGS. 8(c) and 8(d) present cross sectional views further illustratingthe two floor levels.

[0252] Entranceway Design and Operation at HL and LL Platforms. Atstandard platforms, ADA accessibility mandates maximum vertical andhorizontal gaps between the car and platform. A rotating bridge platewith railings, optionally powered, is provided. This bridge plate isremotely controlled and interlocked with the doors. It replaces themanually operated bridge plate now commonly used at HL platforms. Thisbridge plate would rotate downward after the train stops but before thedoors are opened, and simultaneously optional hand rails would rotatedownward into position, preventing passengers from stepping, orwheelchairs from rolling, off the bridge plate into the gap between thecar and the platform. After the doors are closed, the bridge plate andrailings are retracted, and the train would depart.

[0253] The powered bridge plate design achieves three importantobjectives. First, it results in an entranceway that meets ADA verticaland horizontal gap requirements. These can not realistically be metcurrently with cars that conform to current and longstanding railroadindustry maximum car envelope limitations of AAR Plates B or C, and HLplatform locations that conform to the AREMA standards for structuresalong a rail line. These factors, along with current track and structuremaintenance practices, result in non-compliant vertical and horizontalgaps, requiring some type of gap filler. Second, the powered bridgeplate is compatible with the mini-HL platforms that have beenconstructed at many stations to accommodate wheelchair passengers. Theseare often set back from the normal HL platform location so as to clearfreight trains-typically from about 1 foot up to about 1 foot 6 inchesback from the normal HL platform location. The latter location is 7 feet1 inch from the track centerline, so as to clear both wide freight carsand many (but not all) excess dimension loads safely. A longer bridgeplate and railing assembly is needed for such platforms. Since an evengreater set-back is possible with the inventive design, it is expectedto be compatible with all existing HL and mini-HL platforms.

[0254] In some cases, a set-back of 8 feet 6 inches is required on somelines where the issue of installing new mini-HL or HL platforms hasarisen. The inventive design is compatible with such a set-back.

[0255] An Improved LL Platform and Entranceway Design. At LL platforms,the lower level doors are used. For situations where the platform isunusually low, a sliding step can be installed about 9 inches above therail. This is extended in such situations, but be retracted before traindeparture so that the car conforms to the AAR Plate B and C enveloperequirements.

[0256] It is desirable to eliminate manual tasks when accommodatingwheelchair passengers at LL platforms. This can be achieved as follows:the LL platform is raised about 8 inches at a point about 8 feet fromthe centerline of the track. The edge of the raised part is marked byclosely spaced stanchions, so that pedestrians know there is a step atthat location. The lower level entranceway is then equipped with apowered rotating bridge plate that spans this gap. The design for HLplatforms is similar, and the operational sequence with the doors isidentical. Naturally this bridge plate would also be equipped withrailings. If it is desired that the normal height portion of the LLplatform be wider than the 2 feet 11 inches of this step-up location,then the step-up platform could easily be set back further.

[0257] The bridge plate can be installed only on those cars that are tobe used by mobility-impaired passengers. However, with this platformdesign, those cars are not restricted to any particular location on thetrain. Furthermore, the platform remains entirely compatible with allentranceways designed for use with LL platforms, since the track sideportion is in the standard position. The step-up is located so as tosatisfy all railroad clearance requirements for freight cars and loads,so that it in no way restricts freight traffic.

[0258] An option is to eliminate the LL platform next to the track, anduse only the step-up platform for all passengers. This has obvioussafety benefits, by virtue of keeping pedestrians away from the track.In this case, the step-up platform could be located closer to the track,if desired, the minimum distance to the track centerline permitted byAREMA standards being 7 ft (2133.6 mm). All passenger cars would then beequipped with the bridge plate.

[0259] Eliminating the Conflict between ADA and Freight ServiceRequirements. The inventive entranceway design, with or without thestep-up LL platform feature, eliminates most if not all of theadvantages of installing new HL platforms, and thus eliminates thesource of the conflict between freight service and passenger serviceneeds on the same rail line. It is new, or recently constructed, HL andmini-HL platforms that have created the problem of compatibility,because until recently railroads simply did not install such platformswhere they would infringe on freight operations. The three primaryreasons for using HL platforms are: (1) speeding passenger boarding andalighting, (2) enabling use of remotely controlled doors (so that even asmall train crew can open and close all doors at every station), and (3)making rail travel accessible to wheelchair and other mobility-impairedriders (so as to meet ADA requirements). The LL doors are only one stepabove a (standard location) LL platform, and thus entry and exit at sucha door should be almost as rapid-if not equally rapid—as that with levelentry and exit. All LL doors are remotely controlled. And LL platformaccess meeting ADA requirements is provided. Thus all reasons for usingHL platforms from a passenger service perspective are addressed.

[0260] Further, the inventive design eliminates the extra tasks requiredof train crews to accommodate mobility-impaired passengers at HL andmini-HL platforms, namely the placement of the manual bridge plate.Also, the second stop often required at mini-HL platform is eliminated.This is beneficial to mobility-impaired passengers, other passengerswhose ride is shortened, and to the passenger train crewmembers.

[0261] The issues of clearance for freight trains and excess dimensionloads, and for safety in switching operations, which require crewmembersto ride on the side of freight cars, resulting in an obvious safetyhazard with HL platforms, are simply eliminated. Even a mini-HL platformwithin the usual range of set back can encroach on the pre-existingclearances of many rail lines. While current freight service may notrequire larger clearances, the presence of such a platform reducesfuture options for larger cars or handling excess dimension loads.

[0262] The inventive entranceway and car body design has numerousadvantages compared to existing designs. In particular, the ability toaccommodate mobility-impaired passengers, and thus meet ADArequirements, at any LL platform station represents a majoraccomplishment. This avoids the cost of installing and maintainingmini-HL or HL platforms, and eliminates the growing conflict betweenfreight and passenger service with respect to adequate clearances pastpassenger station platforms. Particularly with the improved LL platformdesign, it enhances the accommodation of mobility—impaired travelers,and reduces and probably eliminates—the special demands on traincrewmembers associated with the transportation of mobility-impairedpassengers.

[0263] The invention being thus described, it will be obvious that thesame may be modified or varied in many ways. Such modifications andvariations are not to be regarded as a departure from the spirit andscope of the invention and all such modifications and variations areintended to be included within the scope of the following claims.

We claim:
 1. An apparatus for enabling access to a vehicle having (i) anentrance doorway and (ii) a floor which is at about a same or a higherelevation as a platform outside the entrance doorway, said floor havinga recess below said floor adjoining said entrance doorway, saidapparatus comprising: a recess cover for access to said vehicle at aboutfloor height; a stairway assembly disposed in said recess for access tosaid vehicle from one or more height(s) about at or below said floorheight, said stairway assembly comprising at least one stair rise andone stair tread, wherein said recess cover and said stairway assemblyare attached together to form an integrated entryway device; and atransverse pivot axis through said entryway device, said entryway devicebeing supported along the pivot axis and being pivotable thereaboutbetween a first pivot position, wherein the recess cover is exposed andgenerally horizontal at about the same elevation as the floor of thevehicle, and a second pivot position, wherein the stairway assembly isexposed within the recess in said floor, wherein rotation about saidpivot axis is arranged generally horizontal and extends generally in thevehicle's longitudinal direction.
 2. The apparatus of claim 1, furthercomprising a rotatable shaft disposed along said pivot axis, saidrotatable shaft being fixedly connected to said entryway device.
 3. Theapparatus of claim 1, further comprising: a manual or powered operator,fixedly connected to one or both of said rotatable shaft and saidentryway device, for pivoting said entryway device between said firstpivot position and said second pivot position.
 4. The apparatus of claim1, further comprising: one or more extension plate(s) connected to saidrecess cover near a transverse edge portion thereof, said extensionplate(s) having one edge pivotably or slidably connected to the recesscover near said transverse edge portion thereof, wherein in said firstpivot position, said edge portion adjoins said entrance doorway and saidextension plate(s) is pivotable or slidable between a storage positionsubstantially parallel to said recess cover, and a bridge positionbridging a gap between said entrance doorway and said platform.
 5. Theapparatus of claim 1, further comprising: one or more extension board(s)within said stairway assembly independently pivotable or extendablebetween a storage position, in which each extension board is housedbeneath a stairway tread, and an extended position in which a selectedone or more of said extension board(s) bridges a gap between a platformand said stairway assembly.
 6. The apparatus of claim 5, furthercomprising: a mechanism for extension and retraction of each saidextension board; and a stop mechanism which limits an amount ofextension and retraction.
 7. The apparatus of claim 1, furthercomprising: one or more locking mechanism(s) associated with saidentryway device that lock rotation of said entryway device.
 8. Theapparatus of claim 1, wherein said vehicle is a railroad car.
 9. Anapparatus for enabling access to a vehicle having (i) an entrancedoorway and (ii) a floor which is at about a same or a higher elevationas a platform outside the entrance doorway, said floor having a recessbelow said floor adjoining said entrance doorway, said apparatuscomprising: a recess cover for access to said car at about floor height;a stairway assembly disposed in said recess for access to said vehiclefrom one or more height(s) about at or below said floor height, saidstairway assembly comprising at least one stair rise and one stairtread, wherein said recess cover and said stairway assembly are attachedtogether to form an integrated entryway device; and a transverse pivotaxis through said entryway device, said entryway device being supportedalong the pivot axis and being pivotable thereabout between a firstpivot position, wherein the recess cover is exposed and generallyhorizontal at about the same elevation as the floor of the vehicle, anda second pivot position, wherein the stairway assembly is exposed withinthe recess in said floor, wherein rotation about said pivot axis isarranged generally horizontal and extends generally in the vehicle'slongitudinal direction; a rotatable shaft disposed along said pivotaxis, said rotatable shaft being fixedly connected to said entrywaydevice; a manual or powered operator, fixedly connected to one or bothof said rotatable shaft and said entryway device, for pivoting saidentryway device between said first pivot position and said second pivotposition; one or more extension plate(s) connected to said recess covernear a transverse edge portion thereof, said extension plate(s) havingone edge pivotably or slidably connected to the recess cover near saidtransverse edge portion thereof, wherein in said first pivot position,said edge portion adjoins said entrance doorway and said extensionplate(s) is pivotable or slidable between a storage positionsubstantially parallel to said recess cover, and a bridge positionbridging a gap between said entrance doorway and said platform; one ormore extension board(s) within said stairway assembly independentlypivotable or extendable between a storage position, in which eachextension board is housed beneath a stairway tread, and an extendedposition in which a selected one or more of said extension board(s)bridges a gap between a platform and said stairway assembly; a mechanismfor extension and retraction of each said extension board; a stopmechanism which limits an amount of extension and retraction; and one ormore locking mechanism(s) associated with said entryway device that lockrotation of said entryway device.
 10. An arrangement for increasedcomfort and passenger utilization of a double deck transport vehicle carhaving an upper level and a lower level, said car comprising: a ceilingfor said upper level; a bottom deck for said lower level; anintermediate deck forming a floor for said upper level and a ceiling forsaid lower level; at least three longitudinal aisles; and seats mountedto said floor and/or mounted to one or more wall(s) for the upper level,and mounted to said deck and/or mounted to one or more wall(s) for thelower level, said seats arranged transversely in rows having on onelevel a bench seat on each side of a single longitudinal aisle, and onthe remaining level three or four seats separated or flanked by twolongitudinal aisles, wherein said intermediate deck has raised sectionslocated under the upper level seats, wherein said intermediate deck isspaced vertically from the bottom deck by (i) a selected greaterstanding head room height above the lower deck aisle(s) and (ii) aselected lesser seated head room height above the lower deck over thelower level seats, wherein said intermediate deck is spaced verticallyfrom the ceiling for said upper level by (i) a selected greater standinghead room height above the upper deck aisle(s) and (ii) a selectedlesser seated head room height above the intermediate deck over theupper level seats, and wherein the lower deck aisle(s) is/are offsetlaterally from the upper deck aisle(s).
 11. The car arrangement of claim10, wherein said car further comprises: at least one wheel truck or axlelocated at each end of said car; and an intermediate single deck carportion located above each said wheel truck or axle and having access toeach level of said double deck car arrangement.
 12. The car arrangementof claim 11, wherein said access to each level of said double deck cararrangement is via a stairway and/or an elevator device.
 13. The cararrangement of claim 11, additionally comprising: an entryway at aboutfloor elevation of said intermediate single deck car portion, for accessto a high level platform; and an entryway at about floor elevation ofsaid lower level car deck, for access to a low level platform.
 14. Thecar arrangement of claim 13, wherein each said entryway additionallycomprises: one or more extension plate(s) having one end pivotably orslidably connected to said car, wherein said extension plate(s) pivot(s)or slide(s) between a storage position and a generally horizontal bridgeposition, said bridge position bridging a gap between said entryway andsaid platform.
 15. The car arrangement of claim 10, wherein thedifference between said selected greater standing head room height andsaid selected lesser seated head room height is between about fourinches and about eighteen inches.
 16. The car arrangement of claim 11,additionally comprising: an entryway; an intermediate deck floor whichis at about the same elevation or higher than a platform outside theentryway, said floor having a recess below said floor adjoining saidentryway; and an apparatus for enabling access to said car, comprising:(1) a recess cover for access to said vehicle at about floor height; (2)a stairway assembly disposed in said recess for access to said vehiclefrom one or more height(s) about at or below said floor height, saidstairway assembly comprising at least one stair rise and one stairtread, wherein said recess cover and said stairway assembly are attachedtogether to form an integrated entryway device; and (3) a transversepivot axis through said entryway device, said entryway device beingsupported along the pivot axis and being pivotable thereabout between afirst pivot position, wherein the recess cover is exposed and generallyhorizontal at about the same elevation as the floor of the vehicle, anda second pivot position, wherein the stairway assembly is exposed withinthe recess in said floor, wherein rotation about said pivot axis isarranged generally horizontal and extends generally in the vehicle'slongitudinal direction.
 17. An arrangement for increased passengerutilization of a passenger transport car, said car comprising: at leastone wheel truck or axle located at each end of said car; a low leveldeck portion located between said wheel truck(s) or axle(s) located ateach end of said car; an intermediate deck portion located above eachsaid wheel truck or axle; an entryway at about floor elevation of saidintermediate single deck car portion, for access to a high levelplatform; and an entryway at about floor elevation of said lower levelcar deck, for access to a low level platform.
 18. The arrangement ofclaim 17, additionally comprising: one or more extension plate(s) havingone end pivotably or slidably connected to said car, wherein saidextension plate(s) pivot(s) or slide(s) between a storage position and agenerally horizontal bridge position, said bridge position bridging agap between said entryway and said platform.
 19. The arrangement ofclaim 17, additionally comprising: a stairway and/or an elevator devicefor movement between said lower level and said intermediate level ofsaid car.